Speed-regulating device for automobiles and the like.



H. SAURBR. SPEED EEGULATING DEVICE FOR AUTOMOBILES AND THE LIKE.

APPLICATION FILED SEPT. 8, 1909. I

` Patented N ov. 22, 1910.

H. SAURBR.

vSPEED BEGULATING DEVICE FOR AUTOMOBILES AND THE LIKE.

AIPLIGATIOH FILED SEPT. a, 1909.

Patented Nov.22, 1910.

a SHBBTPBHBBT 2.

In z/ezar H. SAUBER. l

SPEED REGULATING DEVICE FOB. AUTOMOBILES AND THE LIKE.

APPLICATION FILED SEPT. s, 1909.

976,834. Patented Newz-,1910.

3 SHEETS-SHEET 3.

O ZPL/fanor EN HIrroLY'r SAUBER, or AR'BoN, SWITZERLAND.`

SPEED-REGULATING DEVICE FOR AUTOMOBILES AND THE LII-KE.

Application filed. September 8, 1909. Serial No. 516,71

Rnissunn To all 'whom tt may concern:

Be it known that I, HiProLYfr SAUBER, a citizen of the Confederation of Switzerland, residing at Arbon, in Switzerland, have iiivented a new and useful Speed-Regulating Device for Autotrucks and the Like, of which the following is a specification.

My invention relates to a speed regulating device for autotrucks andthe like, the`motors of which are provided with governors.

I will now proceed to describe my invention with reference to the accompanying drawings, in which- Figure 1 'is an elevation of the speed regulating device in combination with the governor, the distribution valve, the parts connecting the valve with the governor, the, gearing-in lever and parts of the push-bars,

vthe motor being merely indicated by dotted lines, Fig. 2 is a plan view and shows the gearing-in lever in section, part of its axle with one bearing, part of the speed regulating device and the above mentioned pai-ts of the push-bars, Fig. 3 is a part out of Fig. 1 and shows a modified speed regulating device, Fig. 4 is a plan view of the same, the helical spring being omitted for the sake of clearness, Figs. 5 and 6 show ii elevation parts of two push-bars, and Fig. 7 is a vplan view of the juxtaposed three push-bars.

Similar characters of reference refer to similar parts throughout the several views.

The motor 1 is indicated by dotted lines in Fig. 1. l

D is a tubular regulating piston valve mounted in the lower cylindrical part of the box L to reciprocate and is rigidly connected with a vertical rod 4'which is pivotally connected with a end of the shaft 5 of this lever F outside the boX L is fastened an arm 6 which can be operated from the governor Gr by means of a connecting rod 7, an arm 8 fastened on a shaft 9 rocking in bearings 10, a forked arm.

11 fastened on this shaft 9, a rod 12 and a ring 13 (containing a ball-bearing or the like) engaging with its two pivots14 in the forked arm 11. The rod 12 carries at its left end a disk 16, which is pivotally connected with the arms 17, 17 of the two oscillating weights 18, 18. A helical spring 19 is inserted between the disk 16 and arecessed ring 2O which is secured in a suitable yoke fastened on the inside of the gear wheel 15.

ItV will be seen, that for the normal speed Specification of Letters Patent.

forked lever F. On the Patented Nov. 22, 19,10.

of the motor they weights 18, 18 of the goveinor Gr, the two arms 11 and 8, the two arms 6 and F, and the piston-valve D will occupy their middle positions shown. Then the speed of the motor decreases, the helical spring 19 will push the disk 16 with the rod 12 from left to right, so that the two weights 18, 18 will approach to the center line of the rod 12 and the arm F will lower the pistonvalve D. An increase of the speed will reverse the described motions of the parts. l H denotes a second valve which is adapted to coperate with the regulating pistonvalve D and is placed under the control of the driver.

In any case it is only essential, that the governorPG can so operate the piston-valve D as to normally maintain a constant nurnber of revolutions per unit of time of the motor.

21 is a known gearing-in lever fastened on a-horizontal shaft 22, whichpis mounted to rock and to longitudinally vmove in two bearings 23 at the ends of a cross support 24 secured on the frame 25 of the autotruck or the like. For want of space only one of vthe two bearings 23 and a part of the cross support 24 are shown at Fig. 2. A suitable `bracket 26 is attached to the shown bearing 23 and carries an arched guide 27 for the gearing-in lever 21. middle opening 28 and five recesses 29, 30, 31, 32, 33 communicating therewith. It will be seen, that when the gearing-in lever 21 occupies itsmiddle position shown, it can be pushed through the opening 28 in either ditrection parallel to theshaft 22. A vertical lever 34 is fastened on the shaft 22 about in its middle and passes through a slot 35 in the cross support 24. Its rounded-off free end can engage between the projections 39, 39 of any of' three juxtaposed push-bars 36, 37, 38 which are guided ina suitable guide 40 attached to the cross support 24 and can be severally secured in their middle position shown and in either of their eXtreme positions bymeans of three locking devices of any known construction. These'locking devices are shown 'as each consisting of a ball 41, a piston 42, a helical spring 43, and a securin. nut 44, all of which are disposed in a suita le casing 45. Each helical spring 43 inserted between the piston 42 and the nut 44iis adapted to press the ball 41.011 the push-bar, so that this ball ,can engage in either of two recesses for the push-bar 36 0r The guide 27 has a' .li-ao n zawneetionf is: insertedbetween the gearing-in the gov-. l, -ernorG with,"l the distributingl piston-valve ush-bars 36,37, 38 extend into l ferent transmission *g III and IV in a lmanner to be'described. l`

they are each 'provided with an shown). -Thebar 36 actuates' the reverse ox of any known construction,

gear, while bars 37 and 38 actuate four difratios designated I, II,

i yFrom an examination of Fig. 2 it will be f clear, that the gearing-in lever 21 occupies' 1 such j that it can engage either in the recess-33 for a position as shown in the guide 27,

.' the ltransmission-ratiol IV or in the recess 32 `from th the sha "for the ratio III. When the gearing-in leverl 21 isshiftedin the '27 into the vertical central plane of the two l recesses and 31, of course the shaft 22 will 'be 4at the sametir'ne shifted, so that its lever 20 i'.

opening 28` of the guide 34eng ges between the projections'39, 39 of he push-bar- 37 and the latterv can be pushed e gearing-in lever 2 1 into either ex- '.treme-positionffor the ratio I or- II. vvWhen hegearingin lever '21 pushed tothe other nd-ofthefopening28, it'can engage in the "reeefssff29 `fo'r"reversingthe direction of the i' vehicle.' -zfAll'theparts described inconnec- ,y fjtionwiththefgearmgdn lever 21 are already fff ownif'f." f

level 21"'jand' thev parts 'connectin D as'iollows: A cam C may be-fastened on .'22 close to the levery 34. Its 'surfaceparallel'to 'the shaft 22 is for the most part concentric withvthe latter, only that in its middle a high tapering projection 47 is j provided, which extends over the whole of yits length parallel to the shaft 22. A- con-y f centric projection 48 of about halfthe height against the arm 8l and another disk 59 bear roll on it. The l lconnected with a of 47 is vprovided along one edge of the cam C on the upper side of the projection 47,

While another projection 49 of less height (Fig. l) is provided on the lower side. The concentric surface of the smaller radius is suitable eyed plate 50 atsupport 24 carries a pin mounted to rock. The upper arm 52 of this lever is forked and carries a roller 54, which is adapted to bear against the cam C andl to ower arm 53 -is pivotally rod 55, which passes through a slot 56 57, that is inserted between a disk 58 bearing ing against two adjusting nuts 60, 61.

When the gearing-in lever 21 occupies the position shown at Fig. 2, in which it can engage either the transmission-ratio IV for j the maximum speed of the vehicle or the uother ratio III for the'next smaller speed of `the vehicle, the rollerl 54 is to bear normally ratio I for the that for the middle i `duce the speed of the -Accordingktofmy invention a special con -1n consequence of this the in the arm Sand carries on` lthe other side ofthe latter a helical spring position in the central plane of the two i recesses 30 and 31 -in the guide 27, in which it can engage either the transmission-ratio II for the next smaller speed orthe other minimum speed of the vehicle, the roller 54 is to bear normally againstthe projection 47 and either against of the surface 46 or against.

vthe upper side the lower side of the same.

ing-in lever 21 occupies the central plane of thel recess When the gear- 29, in which it "can reverse the direction of the vehicle, the

roller 54 is to bear normally against the projection 47 and in the other extreme position against the upper side ofthe surface 46. The helical sprlng 57 may be so adjusted, osition of the gearin in lever 2l (in whic is engaged and the roller 54 bears against the middle projection 47) the tension of the governor spring 19 is so much counteracted as to turn the arm 8 to the right through a certainv angle and by the parts 7, 6, 5, F, 4 to ralse the piston-valve D so much as to remotor to a certain l1m1t, wherebythe motor under no load 1s prevented from running fast. When the l gearlng-in lever 21 is so turned as to engage thetransmissionratio IV for the maximum speed` of the vehicle, the roller 54 will bear againstthe projection 48, so that the helical spring 57 will be only a little relieved, and piston-valve D will be so much lowered as to increase a little the speed of the motor. 4 When the gearingin lever 21 is so turned as to. engage the transmission-ratio III for the next smaller speed of the vehicle, the roller 54 will bear against the lowest projection 49, so that the helical spring 57 will be further relieved and the piston-valve D will be further lowered, whereby the speed of the motorI is further increased.

' When the gearing-in lever 21 is so shifted and turned as to engage. the transmissionreverse the direction ofratio II or I or to thev vehicle, the roller 54 will bear against the corresponding side of the surface 46, so that `the helical spring 57 may be fully or nearly relieved and the governor G will so operate the piston-valve D as to maintain -the normal speed ofthe motor.

In rthis. manner" it is possible to give the motor three different speeds, for example A500 revolutions Xper minute, when the trans- `mission-ratio lI or the maximum speed of the vehicleis-engaged, or750 revolutions per minute, when the transmission-ratio III forthe next smaller speed of thevehicle is engaged, or 1000 revolutions per minute, when the transmission-ratio II or I for the position in the' no transmission-ratio f v is mounted to rock.

, a comparison of Fig. 3 with next smaller speed and the minimum speed respectively of the vehicle is engaged. When the driver wants to drive his vehicle uphill, he may by his lever 21 engage the transmission-ratio I orII according to the inclination of the road, the motor running at 1000 revolutions per minute. When the driver wants to drive his vehicle. on horizontal roads or downhill, he may by his lever 21 engage the transmission-ratio III or IV, when the motor will run at 750 or 500 revolutions per minute. Thus the driver in spite of his liberty to use the gearing-in lever 21 will never be able to increase the speed of his vehicle beyond the predetermined limit.

It is obvious, that the speed regulatingdevice so far described can be varied 1n many respects without depart-ing from the spirit of my invention. The construction of the motor 1 is yimmaterial to my invention. The projections on the cam C can be varied and disposed on other places according to the requirements of the circumstances.

The cam C may be omitted and the pushbars can be arranged to operate the speed regulating device as follows: The cross support 24 may be `provided with two brackets 62, 62, see Figs. 3 and 4, in which a shaft 63 A bent lever 64, 65 is fastened on this shaft 63, and a helical spring 66 connects a pin 67 on the arm 65 with another pin 68 in suitable lugs 69 provided on the cross support 24. Another bent lever 70, 71 is fastened on the shaft 63 and a roller 72 is mounted to turn with its two pivots in the two arms 64 and 70, while the other arm 71 of the lever 70, 71 is pivotally connected with the rod 55. 'lhree juxtaposed pushbars 73, 74, are provided, which differ from those 36, 37, 38 only in so far that they are lengthened on the left side of the projections 7 6, 76 and are provided with the following recesses and projections. The pushbar 73 marked R for the reversal of the direction of the vehicle has at the left end a high projection 79 and at a distance therefrom a recess 77 in which the roller 72 normally engages. The push-bar 74 for the transmission-ratios I and II has a recess 771 for the roller 72 and on both sides two high projections 791 and 78 (Fig. 5) of the same height as that of 79. `The push-bar 75 for the transmission-ratios III and IV has a recess 7 7 2 and at the left end a low projection 8O (Fig. 6). When all the three push-bars 73, 74, 75 occupy their normal position shown, the three recesses 7 7 771, 772 are made to register with one another, so that the rolle-r 72 can engage in all of them at a time. rIhe helical spring 66 is made stronger than that 57, so that it will always press the roller 72 into the recesses 77, 771, 772. From Fig. 1 it will be evident, that the recesses 77 771, 772 of the three push-bars`7 3, 74, 75 produce the same effect upon the governor G as the middle projection 47 on the' cam C. When by the lever 34 the push-bar 74 is shifted from its normal position to its' left extreme position, the roller 72 will get .out of the recess 771 and ,roll on .the high .projection 78, so that the spring 57 and consequently also the governor spring 19 will be relieved, whereby the speed of the motor is increased from its minimum to its maximum. The same effect will be produced, if the push-bar 74 isshifted from its normal position to its right extreme position and the roller 72 bears on the projection 791. bar 74 to its normal position the gearing-m lever 21 is so shifted and turned as to shift the push-bar 75 from its normal position to its right extreme position, the roller 72 will get out of the. recess 7 72 and bear on the low projection 80. Thereby the two springs 57 and 19 will be relieved for increasing the speed of the motor from its minimum to an amount somewhat V`short of the maximum. When the push-bar-7 5 is shifted from its normal position to its left extremerposition, the roller 72 will bear on the face-81, so that the two springs 57 Aand 19 will be less relieved than before and the speed of the motor will be increased only a, little beyond its minimum. It is evident, that the three projections 7 8, 79, 791 correspond to the surface 46 of the cam C, while the low projection 80 of the push-bar 75 corresponds to that 49 on the cam C and the surface 81 on the bar 75 corresponds to the projection 48 on the cam C, as the several eHects thereby `produced will be the same for the respective cases.

It is obvious, that the cam C as Well as the parts of the push-bars 73, 74, 75 on the left of their projections 76, 76 can be varied according to the circNumstances for obtaining the effect, that thJ speed of thefvehicle does not exceed a predetermined limit in any case, whether the vehicle is driven uphill or on horizont-al roads or downhill, the

When after returning the pushlll'.

speed ofthe motor and the several trans- I mission-ratios atdisposal being taken into consideration.

I claim: l

1. In an auto-truck driving mechanism, the combination with the motor, a governor carried by said motor, a distributing valve controlled by said governor, a gear .changing apparatus, and a flexible connection bctween said governor-controlled valve and said gear changing apparatus, whereby a constant speed of the vehicle is maintained under varlous gears by automatic regulation of said distributing valve.` 2. In an auto-truck driving mechanism, the combination with the motor, a governor carried by said motor, a distributing valve controlled by said overnor, a gearchanging apparatus, a rod exibly connected to said governor controlled valve,

and means carapparatus,

ried by said gear changing apparatus and adjustably bearing on said rod for automatically changing the position of said dis- I tributing valve when said gear changing apparatus is operated.V

3. In an auto-truck driving mechanism, the combination with the motor, a governor carried by said motor, a distributing valve controlled by said governor, a gear changing apparatus, and means adjustably connecting, said valve and said gear changing whereby change of the. latters posltion automatically regulates said valve to maintain a constant position.

4. In an auto-truck driving mechanis1n the combination with the motor, a governor carried by said motor, a distributin valve rocking means connecting said va ve and said governor, a gear-changing apparatus, a rod having a flexible valve and Agovernor connecting means and a rocking connection with said gear-changing apparatus, a gear lever carried by said apparatus, and means whereby, when various gears are thrown in, cally actuated to regulate said valve.

HIPPOLYT SAURER. Witnesses:

EUGENE NOBEL, .RANDALL Av'rxmsoN.

connection with said` said rod is automati'- g 

